Automobile torpedo.



J M. OKELL Y, DEGD. K. O'KELLY, ADMINIBTEATBIX. AUTOMOBILE TORPEDO. APPLI'UATION FILED 11.14, 1909.

'14 sunms snnm 1.

Patented July 18,1911.

J M.-OKELLY, DEGD. K. OKELLY, ADMINISTRATBIX. AUTOMOBILE TORPEDO. APrLmATIoN FILED APR.14, 1909.

Patented July 18, 1911.

14 SHEETS-SHEET 2.

Q vi'l m C0000 6] I400 gvfoz l I hQfigfM J OKELLY, DEGD.

K. O'KELLY, ADMINISTEATBIX. AUTOMOBILE TORPEDO.

- APPLICATION FILED APB.14, 1909. 998,383.

Patented July 18,1911.

14 SHEETSSHEBT 5.

,mw mwf J: M. OKELLY, DECD. K. O'KELLY, ADMINISTRATBIX.

' AUTOMUBILE TORPEDO. APPLICATION FILED APR.14, 1909. 998,383. Patented July 18, 1911. 14 SHEETS-SHEET 6. W" J! M/ w k F J M. OKELLY', DEGD.- K O'KELLY, ADMINISTRATRIX AUTOMOBILE TORPEDO. APPLICATION FILED APR.14, 1909.

' Patented July 18, 1911. 14 SHEETS-SHEET 8.

5] mac W506 4 A A J CA Y A 4 12 A Ll) A L V b b J. M. OKELLY, DEGD.

K. O'KELLY, ADMINISTRATRIX. AUTOMOBILE TORPEDO. APPLICATION FILED APR.14, 1909.

Patented July 18, 1911.

- 14 SHEETS-SHEET 9.

J M. OKELLY, 1110 11. K OKELLY, ADMINISTRATBIX AUTOMOBILE TORPBDO APPLIUATION IE'ILBD APR. 14, 1909. 99 ,3 Patented July 18,1911.

ET l0.

14 SHEETSSHE 3mm n-lioz 'flZ $51 M avg-Z m J- M. OKELLY, DECD. K OKELLY ADMINISTRATBIX AUTOMOBILE TORPEDO. APPLICATION FILED APR 14 1909 Patented July 18, 1911.

14 SHEETS-SHEET l1.

J M. OKELLY, DEG'D. K. OKELLY, ADMINISTRATEIX. AUTOMOBILE TORPEDO. APPLIOATION FILED APR. 14, 1909.

14 SHEETS-SHEET 12.

J. M. OKELLY, DEGD. K. OKELLY, ADMINISTRATRIX. AUTOMOBILE TORPEDO. APPLIOATION I'ILEI) APILM, 1909.

Patented July 18, 1911.

14 SHEETSSHEET 13.

yikneaoeaz ano a L 60;

' $51 atto'cwz I J M. OKELLY, DEGD. K O'KELLY, ADMINISTEATRIX AUTOMOBILE TORPEDO.

I APPLICATION FILED APR. 14, 1909 998,383, Patented July 18, 1911.

14 SHEETS-811E111 14.

r .w Q 50% H O 9% 1 G W MW qwibneooeo:

UNITED STATES PTENT OFFICE.

J MORRIS OKELLY, OF NEW YORK, N. Y.; KATHLEEN OKELLY ADMINISTRATRIX OF SAID J MORRIS OKELLY, DECEASED.

AUTOMOBILE TORPEDO.

To all whom it may concern.

Be it known that I, J MORRIS OKELLY, a subject of the King of'Great Britain, residing in the city, county, and State of New York, have invented certain new and useful Improvements in Automobile Torpedoes, of which the following is a specification.

This invention relates to an improvement in automatic steering automobile torpedoes. It introduces what I believe to be a new principle in automobile torpedoes; namely,

determined point in its range, after which the torpedo can be again directed, if desired, upon its predetermined course. And the said course is further so automatically directed as not to be materially altered or deflected by transverse currents or the usual falling 011' or laying up of such bodies afloat; meaning thereby that after the vessel has been deflected from its course and the attempt is made to straighten it out upon a new course, such vessel has a tendency to leave such course, but my mechanism will hold it upon the course which has been determined in advance.

It is obvious that my mechanism accomplishes a result which has hitherto been entirely impossible in any automobile torpedoes and approximately corresponds with the action OfJtOIPQClOQS which in some way are steered from their base.

' It is obvious that by the mechanism which I have devised, it is possible to attack an object in a harbor, the position of which is known but which is entirely invisible from the attacking point, for the torpedo can be so arranged that it will follow (making due allowance for currents and set) a number of courses for predetermined distances.

In the mechanism shown I have indicated twelve such changes .of direction to starboard and twelve to port which is all that would ordinarily be required, but as will be readily seen, any reasonable number of such courses can be arranged to be followed by V Specification of Letters Patent.

Application filed April 14, 1909.

Patented July 18, 1911.

Serial "N0. 489,810.

pedo are of the ordinary type, such as the.

Whitehead type. Also the starting, delay and stop valves are of the usual type but their control is arranged by means of the governor which I have devised.

The construction and operation of my mechanism will be readily understood from the accompanying drawings, in which similar numbers refer to similar parts, and in which Figure 1 represents a vertical elevation partly in section of my motion box, steering mechanism, and time lock mechanism for fixing the position of the rudder; Fig. 2 represents a vertical elevation of the after end of Fig. 1, showing the setting mechanism for the starboard and port steering mechanism; also the rudder controller and-the mechanlsm for opening the starting valve; Fig. 3, a view'of the same mechanism from the opposite or forward side showing the mechanism operating the stop valve and also more clearly the feeding mechanism of the motion box; Fig. 4 represents generally a plan view of the mechanism shown in Fig. 1; Fig. 5 represents a view of the rudder controller and mechanism for putting the same into operation; Fig. 6, a detail of the lower part of the starting valve mechanism and in part of the release mechanism for the controller; Fig. 7, a view at right angles to Fig. 6 of the mechanism for operating the starting valves; Fig. 8-, a plan view of the motion box showing its operation upon the delay action valve mechanism; Fig. 9, a view of the motion box showing its action upon the stop valve mechanism; Fig. 10, a longitudinal elevation showing the operation of the starting, delay action and stop valve mechanisms; Figs. 11, 12 and 13 show sectional views upon the line X, X, Fig. 10, of the samevalve for the starting, delay action and stop mechanisms in difierent positions; Fig. 14, a plan view of the perpendicular rudder mechanism showing also the cont-roller and its operation upon the rudders, which rudders are of the usual type; Fig. 15, an'end elevation of the mechanism for setting the throwing arms of the motion box wh ch afiect the steering mechanism and showing also the three positions of the valve mechanism for starting, delay action and stopping; Fig. 16, a plan of the motlon box showing the spool nut nism showing it in operation as throwing the rudder to starboard; Fig. 19, an elevation of the time lock setting mechanism for determining the point of release of the rudder when set to starboard or port; Fig. 20, aplan View of one of the time locks; Fig. 21, an elevation of the same; Fig. 22 shows an elevation of the mechanism for releasing,

the time lock in operation, at the distance set; Fig. 23 shows a detail of the tripping mechanlsm shown in Fig. 15; Fig. 24, a perspective view of the toes for operating the tripping mechanism shown in Fig. 23; Figs. 25 and 26 are perspective views of the projecting toes shown inFig. 4; Figs. 27, 28, 29, 30 and 30 are details of the mechanism of the time locks; Fig. 31 is an exterior plan view of a torpedo showing my controller in position in the buoyancy chamber; Fig. 32, a view at right angles to Fig. 31, partly in section; Flg. 33 represents the operation parts being shown in section or motion of my torpedo pursuing 20 courses and striking a ship within an inaccessible harbor which may be strongly defended by fortifications; Fig. 34 represents the operation of my torpedo and its controlling mechanism when aifected by transverse currents; Fig. 35 represents the operation of my torpedo operating on its own tactical diameter at a predetermined distance 'and then following a determined course; and Fig. 36 represents a view of the eflect of the operation of nine similar torpedoes turning in circles on their own tactical diameter at the opening of a harbor and thereby blockading a port so that an outcoming ship or fleet would strike against them and be sunk.

The main mechanism of my torpedo consists of means by which a course can be set at a predetermined distance from the point of departure, which course may be either to port or to starboard at right angles to the previous course, and mechanism by means of which any number of subsequent courses within the capacity of the machine can be similarly set. It furthermore consists of mechanism which I call the controlling mechanism, by means of which the course can be automatically held in its predetermined direction, notwithstanding the influence of cross currents. It further consists in mechanism operating in conjunction with the steering mechanism by means of which the rudder can be held to starboard or port for a predetermined length of run, thereby causing the torpedo to turn on its tactical diameter. In connection with the previously I described mechanism, there is further mechanism for operating the starting, delay action and stop valves of the torpedo.

My torpedo is externally represented in Figs. 31 and 32 in which 1 represents the warhead, 2, the air flask, 3, the balance chamber mechanism, 4, the engine room, 5, the buoyancy chamber, 6, the controller plate through which my controlling vane or controller operates, 7, the perpendicular rudders controlled by my mechanism, 8, the horizontal rudders controlled as usual by the mechanism of the balance chamber and 9, the propellers revolving in opposite directions as usual. It is obvious that the ordinary details such as the whiskers, pistol and striker are not shown. The important operative part of my mechanism is what I call the mo tion box generally represented by 10, of which a separate view is found in Fig. 15. This motion box consists of alongitudinally moving frame carrying various mechanisms for accomplishing the purposes of my invention. It is moved longitudinally by means of a screw 11,, having a determined pitch. The primary object of this moving frame is to operate the vertical rudders 7 moving the same to starboard or port as occasion may require. The rudder mechanism is princi' pally shown in Figs. 4, 14 and 16. The rudder 7, which is preferably of the balanced type, can be swung to starboard or port as shown in Figs. 14 and 16. The rudder, as previously explained, is capable of independent control by two mechanisms, one the motion box and the other the controller, both operating, however, through the same tiller. The importance of this interrelation between the two mechanisms aifecting the rudder is largely so that, after. the torpedo has been brought to a determined course by the act-ion of the motion box, it will be compelled thereafter to keep that course by the action of the controller, there being otherwise, a tendency of a vessel when brought to her course to fall off or come up from that course. For reasons to be hereafter explained, however, the controller mechanism throws the rudder to a less angle, say thirtyfive degrees, than does the motion box which can throw the rudder to say forty-five degrees, as shown in Figs. 14 and 16.

The tiller 12, pivoted at 13, operates the rudder by means of the sliding rod 14 having direct connection with the rudders through the pivoted rods 15, the operation of which will be self-evident to any mechanic. The tiller is shown as brought to a central position by means of the tiller springs 16. The tiller is controlled by two pairs of tiller ropes 17 and 18, the ropes 18 being operated by the motion box in a manner to be hereafter described and the ropes 17 being operated by the controller. The

.30 I In the upward position the collar 23 bears controller has arpivoted vane 19, shown in Fig. 5 and in plan viewin Fig. 14.: When the torpedo is at rest, it is in the position shown in Fig. 5 within the shell of the torpedo. A controller spring 20 operating against a collar on the stem of the controller in the spring chamber 21, tends to throw the controller into the position shown in dotted lines in Fig. 5, whereupon it becomes operative. The spring ,20 isprevented from operating by reason of the locking arm 22,

which normally engages against the collar 23 and is under the bottom of the spring chamber 21. If this arm 22 is turned to release the collar 23, then the spring tends to throw the controller vane upward, which controller vane is secured 'onthe controller shaft 33, because the arm 22 no longer bears against the collar 23. The release of this collar is efiected by a key passing through the skin of the torpedo into the keyed socket shown at 24. The release of the controller is done when the torpedo is entered into the torpedo tube as far as the controller shaft 33'; when the service handle is moved to'the left the upper part of-the controller shaft 33 is resting against" the inner surface of the tube. The controller consequently is not allowed to spring out until it is free of the tube.

against the bottom of the spring case 21 and prevents the further motion of the controller. As the controller springs upward, 1t moves with it the hook piece 25. This hook piece 25 engages withthe valve operating arm 26, pivoted at 27. When the controller springs upward it moves the arm v26 into the position shown in dotted lines in Fig. 7 Then the upper end of the hook piece 25, which is beveled, strikes in the attached to the valve sha chamber 28, which is at the bottom of the sprlng chamber 21, and is thereby deflected into the position shown in dotted lines in Fig. 5 and consequently releases the pivoted 'arm 26. When released thearm 26 falls back to its normal position, leaving, however, the valve presently to be described in the position to which it has moved it. This position is shown in Fig. 12. The arm 26 in its upward motion, comes in contact'with the toe 29 tnrowing it into the position shown in dotted lines in Fi 7 This toe is 30 which carries the valve wing 31, shown in Fig. 10.

- This shaft is operative in three positions,

as shown in Fig. 15, to bring the starting valve into three operations, the first of which enables the propeller to revolve com-- paratively slowly, the second of which turns on the fullpower to the reduction valve of the engine and the third closes the stop valve of the engine. These positions of the controlling valve 32, which is the ordinary mechanism of the torpedo, are shown in controller.

arms of the rotary valve 32, come into the different positions shown and the independent valve 33 is more or less raised from its seat by the action of the toe or cam 30 on the valve shaft 30. These operations are, however, the usual ones in a Whitehead torpedo and do not need further description. The lower end of the controller shaft 33' has an arm 34 into which the tiller ropes 17 are made fast. These pass over pulleys in the ordinary way as shown and control the tiller, as'may be plainly seen in Figs. 14 and 16. Theradial movement of this arm 34 can be regulated by the screws 35, thereby preventing the swing of this 'arm through a greater arc than has been determined, which arc, as slidwn 1n the drawing Fig. 14, should not move the rudder more than thirty-five degrees. The purpose of this is to prevent operationpf the locking mechanism of the rudder, whlch is shown by the bolt 36, Fig. 17 falling into place, so as to prevent the operation of the The tiller ropes are not directly fastened to the end of the tiller but operate through a frameshown in Figs. 14, 16, 17 and 18. Both the starboard and port'tiller ropes are provided with spring clamp ng jaws 37, which normally tend to spring open but which, in their operation, can be closed by the spring closing lugs 38. These spring jaws 37 are drawn longitudinally through the tubes 39 which are shown as square and are moved transversely of the axis of the vessel for the purpose of steering. They are shown in their normal position in Fig. 17 in which the tiller is free and'amidships. This tiller 12 rests between the forked arms 40 of a sliding piece provided with cross lugs 41 with which the spring jaws 37 engage, as will be clearly seen in Fig. 18. By drawing either of the tiller ropes 17 or 18 the spring is caused to close seizing the lug and moving the arms 40 which straddle the tiller 12 toward the end of the slot 42. If the block 43 carrying the arms 40 and thelugs 41, is moved to the right to the distance shownin Fig. 18, a pin 36 carried on the arm 44 pivoted at 45, may drop in behind it and of course will operate similarly if the sliding block 43 is pulled to the left. The purpose of this pin is to enable the time locks hereafter to be described to cause the torpedo to circle for.

&

the box so that the pin can rest upon.' the outer surface of the box. It, of course, can be put into operation again by simply putting it back into its hole or socket. Itis obvious that this operation will cause the helm to be locked to starboard or port as the case may be until the pin isreleased. The pin is held in its locking position-by the spring 46. The other end of the locking lever 44 is pivoted to the connecting arm 47 which is in turn pivoted to the longitudinal shaft 48, Fig. 1, which can be depressed and released by the operation of the motion box, as will be hereafter described, thereby causing the rudder to be locked to starboard or port for a predetermined number of revolutions of the main shaft of the engine. It will now be obvious that the "adjusting screws 35, Fig. 14,must be so set as to prevent the motion of the sliding block 43 to such a'point that the pin 36 will fall be- I hind it and lock it.

I will now describe the operation of the automatic steering mechanism. I

The motion box "'s longitudinally moved by means of the spool nut 49 oper- I ating on screw 11, Fig. 16. The screw 11 is moved by the spur wheel 50, which is in turn moved by the tooth 51 on the main shaft 52. As shown in the drawing Fig. 3, the spur the spur wheel is advanced one tooth. The main feeding screw of the motion box has 16 threads to the inch. Of course these exact numbers are not essential but they work out for an easy regulation of the distances .and courses, as will be hereinafter shown. They can be altered/to increase or reduce the range of thetorpedo with reference to the mechanism I am about to describe. The main tiller ropes 18 pass around the pulleys- 53 mounted on vertical shafts 54, Fig. 1. The rotation of one or the other of these shafts will plainly throw the'helm to starboard or port. Each of these vertical'shafts' 54 is provided as shown with twelve other pulleys 55 which, as shown, have a less diameter than the main pulley 53. Around each of these pulleys pass ropes 56 which, when pulled, will cause the vertical shaft 54 to revolve, thereby shifting the rudder by winding the 'tiller ropes upon the pulleys 53. There are two sets of these pulleys for starboard and port, as can be plainly seen in Figs. 2 and-3. The ropes 56 have theirends fastened to tripping apparatus in the angular frame 57. There are two of these frames representing the two sets of ropes and each carries, as shown, twelve tripping devices which are in place, .one above the other, with reference to the movement of the mot-ion box but each is placedfarther along in the line of motion 'of the motion box than is the one below it so that the mowheel 50 has thirteen teeth and ateach revolution of the'main driving shaft 52 stood that these parts are in vices in succession provided such device is set to be operated. The tripping device consists of two portions; one, the fixed parts on the angular frame 57, and the other the tripping toes on the motion box. The parts vtion box operates each of'the'se tripping de- I fixed are generally bell crank levers 58, Fig.

16, which are normally in the position shown in dotted lines on the which can be thrown into operative position by the movement of the motion box, thereby moving the rudder as shown on the right of Fig. 16. The bell crank levers 58' are operated by means of the toes 59 which correspond to the twelve courses to starboard and port and any one of which may be set in advance so as to operate the rudder by mechanism presently to be described. This bell crank lever made in two pieces 73' and 74, as shown in Figs? 25 and 3 26. They are pivoted through the tive position on the right of Fig. 16.

spring holds them open but the arms may close together to allow the motion of the motion box without engaging these bell crank levers. In Fig. 16 the toe 59 i s shown on the right in its operative position and on the left it is shown out of action. .The toe 59, the detail of which is seen in Fig. 23, is mounted upon a pivoted shaft having two independent cams or toes 60 and 61, the toe 60 being used to throw the tripping toe 59 into operative position and the toe 61 to release it. The toes 6O and'61 are set and released by means of the set block 64 having setting and releasing toes 62 and 63, Fig. 24. Both the toes 62 and 63 are pivoted like the pawl of a ratchet so as to pass freely in one direction or motion and lock in the opposite direbtion as will be easily seen. The setting block 64, Fig. 15, is screw'threaded 58 is not solid but is holes as shown in their opera-.

left of Fig. .16 but and suitably mounted upon the screw 65,

being prevented from revolving by guide rods 66,' Fig. 1, passing through the guide openings 67 in the block 64, Fig. 24. The screw 65 is operated through the miter gears 68, 69, which are in turn operated by the miter gears 70, 71, which miter gears 71 are operated by means of keys inserted through watertight key openings 72, in the body of the torpedo. It is, of course, to be under-' duplicate for the starboard and port setting. The operation of this setting mechanism can now be understood. Supposing it to be desired to set the first course to port and the fourth to starboard, as shown in Fig. 15, in that case the port screw 65. is operated by the key, a determined number of revolutions thereby raising the settin q toe 62 into the position shown in dotted lines on the left of Fig. 15. This motion throws the tripping toe 59 down into the position shown in Fig. 15 on the left of the drawing.

time which is required for the bell crank lever 58 to slip by the setting toe 59. This time is so determined by the interrelation of the parts as to cause the torpedo to change its course ninety degrees before the bell crank lever is out of engagement and the torpedo resumes its straight course. It is obvious that the time of this action is determined by the operative width of the toe 59. If, however, it is desired to set the fourth course to starboard, as shown in Fig.

15, on the right, in that case the starboard.

key is turned the necessary number of turns to put the first operative toe in position and the crank is then turned in the-opposite direction a sufficient number of turns to replace it in its original position which can be done by the action on the release toe 63 without again bringing the setting toe 62 into engagement. Again by moving the block 64 upward, the second and third toes can be set and then by moving the block in the'reverse direction the second toe can be released leaving the third one set. Again by a further motion, the fourth toe can be set, the third toe having already been set, and by the reverse motion, as shown on the right of Fig. 15, the third toe can be released leaving the fourth toe set. The condition of'afi'airs, therefore, as shown in Fig. 15, shows the first course to port and the fourth course to starboard set. If desired, the ap- 4 pa-ratus could be left in its present condition but it is better practice to continue the upward motion of each block setting and releasing each toe until the blocks have' reached the limit of their upward motion; It is, of course, obvious from this description that any or all of the starboard and port toes can be set .but of course toes of similar numbers on the port and starboard side cannot be simultaneously set, for the torpedo cannot be steered .both ways at once. The number of turns of the setting key required to set each toe is determinedby a range table accompanying the torpedo so that the torpedo oflicer knows that a. certain number of turns, say three and onehalf, will set the fourth course to starboard, and in the mechanism as shown one reverse turn from the point of setting releases the previously set toe. The time, locks which affect the action of the rudder when thrown by the motion box, are also released by-said motion box. j

As has been previously explained, after the pin 36 has fallen into-position back of the sliding tiller block 43, it "will remain there until "connecting arm 47 has bum pulled down. This is pulled down by the radial motion of the shaft 48 which shaft is pivoted upon two arms 76. In Fig. 22, the shaft 48 is shown in dotted lines in its upper position and in'full linesin its lower position. This shaft is lowered by the action of any one of ten bell crank levers 77 Fig. 29. This bell crank lever 77 is pivoted upon the end of a shaft of the cam block 78 and is held in its vertical position, as shown in Fig. 19, by bell crank spring 79 but can be moved around its axis which is the cam block shaft 80 thus extending the spring as shown in Fig. 22. The cam block is normally 'held in position toward the motion box or toward the center of the torpedo by means of spring 81, Fig. 20, but this motion is arrested by the engagement of a shoulder 82 against the cam block releasing bell crank 83, the detail of which is shown in Figs 20, 21, 30 and 30". This bell crank is pivoted at one end as at 84 and ismoved into its operative position by spring 85, Fig. 19. The cam block which has the cam or inclined plane surface 86 upon its upper face, is prevented from revolution by suitable track surzfaces 37. .If the releasing bell crank 83 is depressed or moved laterally from the cam block, then the cam block will be forced inward by the spring 81, as shown in Figs.'17 and 22. If, however, the cam Fig. 22, and the spring 81 will thereby be I compressed. In that position the bell crank 77 comes into engagement with the pawl 88 which is pivoted to the motion box at its after end. Under these circumstances, the

lower end of the bell crank 77 engages with the shaft 48, shown in Fig. 22, depresses the same and releases the bolt 36 and the tiller sliding block 43 which thereupon goes to its neutral position. Themethod of set; ting any one of the cam blocks is, generally speaking, similar to the method of setting the toes 59 previously described. A block 90 is mounted upon the racklrod 90 and is longitudinally movable therewith. It car-.

ries two pivoted pawls 91 and92 for'releasing and setting the cam'block. The pawl 92 has an inclined surface which engages with the cam of the cam block, whereas the pawl Q 91 when operated in the reverse direction engages with the upper end of the lug of the, bell crank 83 trips the same and releases the cam block. The pawls 91, 92, which are car ried bythe rackproject through a slot in the bottom of the rack box 89 and the rack itself is longitudinally movablethrough this box by-means of the gear wheel. 93- operated through the'keyedshaft 94:, F ig. 1..'

,By revolving the spur gear, the block 90 can be moved longitudinally along the time locks. By moving it over the first time lock, that one is set and by a reverse movement 9 to the position shown in it is released and so on with all of the others until the desired one is set and left in that condition. If then a course has been set by the motion frame and the time locks are arranged to be operative, the torpedo will circleon its tactical diameter until the motion frame reaches the time lock which has been. set to release the rudder, which time lock release may be at any determined distance subsequent to the setting of the course; that is, assuming the course to have been set at one thousand yards the torpedo will, under these conditions, continue turning on its tactical diameter until the pawl88 on the motion framestrikes the arm 77 of the bell crank, depresses the shaft 48 and releases the rudder which will therefore 'be again in control of the steering apparatuses, the motion frame and the controller. When, however, it is desired to stop the torpedo after a certain course, I then bring into operation the stop mechanism, of the motion frame which is shown in Figs. 8 and 9 which show also the operation of the motion frame on the delay action valve. As previously described, the shaft 30 is controlled by the wing 31 into three positions, Fig. 15, of which the middle position in dotted lines starts the air valve in the torpedo. In the position on the left it is shown open and in the position in is closed. I have already described the initial operation of release when the controller throws the shaft in the position to open the starting valve, that is, position shown in Fig. 15. Extending through the motion frame and parallel with its axis of movement is a box 95. Within this box is a square block 96 which travels within the slotted box 95 and is moved therein by means of the screw 97. This box carries the arrest lever 98 which has two pins 99 which straddle the vane 31. This arrest lever is pivoted at 100 and its toe 101 comes in contact with the lug 102 of the motion box and in so doing the lever 98 is swung from the position shown in full lines in Fig. dotted lines, thereby throwing the vane 31 into the position for closing the stop valve and shutting ofi the power to the reduction valve and engines. is fixed .a similar lever 103 which is also pivoted at 104 but its pivotal position is permanent. This lever straddles the vane also by pins 105 and by the movement of the motion box is moved from the position shown in full lines in Fig. 8 to the position shown indotted lines thereby swinging the vane into the position to open the air or delay action valve full. The position of the arrest lever 98 with reference to the position of of course, determined by the positions of the block 96 in the box 95.

This block is longitudinally moved by the full lines on the right, it.

the central On'the other end of the box 95 screw 97 which is turned by the miter gear 106 which is in turn revolved by the corresponding miter gear 107 turned by the keyed shaft 108, Fig. L. The mathematical relations of this miter gear, screws, etc., are of course determined in advance so that a nite number of turns of the shaft 108;will determine the length of run of the torpedo before the stop valve is closed and the air shut oif fromth'e reduction valve and the engines.

From the foregoing description the oper- I ation of my torpedo can be readily understood. In putting the torpedo into action,

in the first place its course and range have to be determined by the torpedo oflicer in charge in the usual manner with the necessary additions with reference to my invention. In Fig. 33 is shown a difficult course to be followed by the torpedo in striking a vessel at anchor in a secure harbor. The officer in charge, therefore, in order to make the torpedo follow these courses, would proceed as follows: He would ship the handle on the right side of Fig. 2 into socket 72 and turn it once and three-quarters. He now unships his handle and ships it on the left and turns it two and one-half times to the right and turns it back one. He now unships the handle and ships it again in the former socket and turns it three and one-half times to the right and back one. He then ships it in v the left socket, turns it four and 0ne-haif times to the right and back one. He then ships it into the other socket and turns it five and one-half times and back one. He then ships 1t in the opposite socket and turns it six and one-half times and back one.

eight times and back one. He then ships it into the opposite socket, turns it eight and one-half times and back one. He then ships it in the opposite socket, turns it nine times and back one. He then ships it in the opposite socket, turnsit nine and one-half times and back one. He then ships it in the opposite socket, turns it ten times and back one. He then ships it in the opposite socket, turns it ten and one-half times and back one. He then ships it in the opposite socket, turns it eleven times and back one. He then ships it in the opposite socket, turns it eleven and one-half times and back one. He then ships it in the opposite socket and turns twelve times and back one. the opposite socket, turns it twelve and onehalf times and back one, and thus nineteen courses have been set for their respective distances. Now he rams his torpedo. in the tube and when the shaft 33 is just inside the tube he ships the service handle in 24: and moves it to the left which allows the upper part of 33 to rest against the inner side of the torpedo tube and when the im- He 'then ships it in the opposite socket, turns it He then ships it in 

